曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

cooperative development for
Category II/III capability.
􀂃 Standards are Maturing:
􀂃 RTCA MOPS approved by SC-159
􀂃 Draft ICAO SARPS developed –
validation is proceeding
􀂃 Revised Total System Architecture
􀂃 Multi-Mode Receiver (MMR)
enhancements
􀂃 GPS antenna improvements
􀂃 GBAS Software development to DO-
278 Level A
􀂃 Improved ground station monitoring
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Near term objective: Pursue operational approval for Special Authorization
Category II with “Category I” certified GBAS with operational mitigations
GBAS Landing System Operational Trials
Boeing Participation
Bremen
Memphis
Newark
Guam
Sydney
Boeing supports our valued
customers as they seek to make
aviation history with initial
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implementation.
The “total system” must be in to begin GLS
Operations.
Regulatory Facility
Air Traffic Airline Airplane
p
Airport & Capability
g y
Capability
+ +
Capability
+
Capability Capability
+
􀂃 Framework for implementation:
Develop the regulatory basis for GBAS & GLS
Approve GBAS Design
Install & Commission GBAS Facility
Equip Aircraft with GLS
Train Flight Crews
Approve Operations
Train ATC
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Introduce GLS Operations
GLS equipped aircraft are coming to China.
xie xie !
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Thank you very much!
Ground Base Augmentation System
Terminology
􀂃Ground Based Augmentation
System (GBAS) refers to the
ground elements of the
system.
􀂃 GBAS Landing System (GLS)
refers to the airplane function
based on GBAS (Ground
Based Augmentation System)
service
􀂃 GLS function intended to be
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ILS look-a-like
737NG GLS Flight Trials
Rio de Janeiro Brazil (2005)
Janeiro, 􀂃 Included 17 total approaches
with 11 auto-lands
􀂃 1 planned low-altitude goaround
􀂃 A Head-Up Display (HUD) AIII
landing
􀂃 4 low-altitude approaches to
assess coverage over the
runways at nearby Santos
Dumont.
􀂃 GLS performance SBGL SBRJ
during
nominal equatorial sunset
ionospheric conditions was
t bl f ti l
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acceptable for operational
use with significant margin.
RNP to GLS Transitions
FD
SPD LNAV VNAV PTH
GMWH / 220
RW22 8.4
LOC G/S
FMC
2200 1710
􀂃 GLS Final
􀂃 RNP RF leg GLS LAND 3 4000
SPD LOC G/S
GMWH / 220o
RW22 4.4
140 1200
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Qantas Airways - RNP to GLS Transitions
􀂃 First RNP to GLS operation in
revenue service involving
737NG in May 2009
􀂃 Extremely smooth transition
􀂃 Radar & ADS-B data confirm track
conformance
􀂃 Fuel saving of 140 kg (168 litres) per
flight over conventional radar
vectoring to ILS
􀂃 Emission reduction of 440 kg CO2
􀂃 Noise reductions
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737 Flight Deck
Master/Caution Mode Select Unit
Copyright © 2009 Boeing. All rights reserved. GLS ■ Page 19
1
附件二 休斯敦TRACON 的席位設置和管制員排班
一、 席位設置
4 個最后進近管制席位（IAH 南、中、北；HOU）：分別為IAH 機場的平行三跑道進近
和HOU 機場提供最后進近管制服務；
3 個監視席位（南、中、北）：三跑道獨立平行進近模式下的最后進近監視席位；
3 個進場席位（東、西）；1 個進離場席位（南）；3 個離場席位（東、西、北）：提供IAH
和HOU 的進離場服務；
3 個通用航空機場管制席位（南、西、北）：提供通用航空機場的進離場管制服務。
休斯敦TRACON 席位設置平面圖
二、 管制員排班
根據美國管制員工會的規定,每個管制員每周的工作時間不能超過40 小時。休斯敦
TRACON 共有65 名管制員,13 名主任管制員,繁忙時要開放17 個席位。為了控制成本,首先要
根據席位數量確定管制員的數量。他們的計算方法是每個席位需要1.7 CONTROLLER/PER
　
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